Fuel pump for internal-combustion engines



Feb. V"17.1925

L. ILLMER FUEL PUMP FOR INTERNAL COMBUSTION ENGINES Filed May 1922 3 Sheets-.Sheet `1 as 58h /c FIG-1 dp INVENTOQ we, la'

Fla.2 WITNESSES:

Feb, 17, 1925. 1,527,139

' L, ILLMER FUEL PUMP FOR INTERNAL COMBUSTION ENGINES Filed May 4. 1922 5 Sheets-Sheet 2 v @5,45 563.@ fa M 771.5. N l fw Feb, 17, 1925.

L. LLMER FUEL PUMP FOR INTERNAL COMBUSTION ENGINES 3 Sheets-Sheet 3 Filed May 4, 1922 C i 0. w 4 W M 3 4, .A cl 2 b m. m w 5/ b. w 4 u ma Y /l, 0 0 0 0,0

Fla. 9

INVENTOR Patented Feb. 17, 1925.

UNITED STAT-Es LOUIS ILLMER, OF GORTLAND, NEW YORK.

FUEL PUMP FOR INTERNAL-COMBUSTION ENGINES.

Application led May 4, 1922. Serial No. 558,528.

gines regardless of the engine speed and without the need of compressed air for fuel injection purposes.

This object is primarily attained by the use of an elastic or impulsion drive for the pump plunger which serves to accelerate the v'plunger at the time of injection so as to break up the liquid into a. finely atomized state and to allow of rapidly and perfectly mixing such' pulverized fuel with all the combustion air available in the power cylinder of the engine. Y

The direct injection fuel pump herein described is especially designed to work under exceptionally high'hydraulic pressure such :as .required for successfully burning the 'heaviest ades of fuel oil, such as common boiler of;

In order t-hatthis condition may be met to the best advanta e, the plunger ofI my vfuel pump is provi ed with an impulsion drive which is made to work in conjunction with the plunger displacement produced by Its rigid actuating gear, to the end that the pump delivery to the engine cylinder is in part made up' by the impulsion kick displacement and in part by the plunger movement im arted by the actuating gear.

The p unger drive eccentric used to re-' ciprocate the rigid actuating member of the.

pump is preferably set in an approximate quadrature relation to the .engine crank which this pump serves, since this allows `of attaining the maximum gear. velocity for the plunger when the pump begins deliver-- ing fuel to the engine cylinder. The impulsion drive `then superimposes an augmented movement over that which the ac\rious other features of structure and or tuating gear alone is capable of imparting to the plunger.

In the .present system of fuel injection,

all pump valves remain closed during the first portion of each discharge stroke of the plunger actuating gear, and during this time impulsion energy is stored within the elastic plunger drive and a high initial pressure is at the same time set up within the pump chamber. Such energy stored behind the plunger is subsequently released b a positively opened discharge valve whi then allows fuel to be sent forth to the engine cylinder. Thereupon the impulsion drive rapidly accelerates the relatively slow movement imparted to the plunger by the actua-ting gear and the instant the initial pump chamber pressure tends to drop, this support on part of the elastic drive element serves to maintain a nearly uniform pressure behind the spray nozzle during the injection period.

In order to make reversible a fuel pump working with sai-d quadrature eccentric setting, a further' lobject of the present invention is to rovide means for cross-connecting and suita ly contrdllin a set of the described pumps s o that ese may be utilized for deliverin fuel to the respective power cylinders in oth the forward and the reverse running directions of a multicylinder oil en ine.'

Em died herein are also improvements in high pressure discharge valves for said pumps and in a simphed reverse gear therefor. The pump unit used for this purpose comprises essentially a-set of separate pumps o erated from opposed plun r eccentrics an each such pump is rovid with a set of forward and reverse ischarge valves, respectively. In midfgear or sto position of the reverse control link, bot sets of said dischar e valves are kept closed and no oil is allowe to enter the engine cylinders. When the reverse link is thrown into either its forward or its reverse posit tion, the corresponding discharge valves of the pumps are thereby actuated, and this causes 'roperly timed fuel to be successively inject into the cylinders for the selected running direction of the en e.

The present invention' rthermore includes certain co-ordination of the pipe connections and other parts required for reversing said fuel pumps, and comprises vaanization, all of which will be set forth in etail hereinafter.

Reference is had to the accompanying three sheets of 'drawings which illustrate an example of the preferred form of my invention; like characters of reference indicate like parts in the several views, and in which drawings:

Fig. l is an elevational front view of a twin or double plunger fuel pump equipt with separately actuated forward and reverse discharge valves. Fig. 2 is) an elevational view of the assembled pump in section as taken along the line 1*-- a of Fig.V 1.

Fig. 3 is a top or plan view of Fig. 1.

Fig. 4 represents a sectional etail of the mechanically operated discharg valve of the pump as taken along the line 2-2 of Fig. 2.

Fig. 5 is anelevational side view of the pump yillustrating.the toggle gear linkage used for the `ahead discharge valve shifted into its actuating position, as seen from the line 3-3 of Fig. l.

Fig. 6 is an opposite side View of the pump as seen from the line 4--4 of Fig. l and shows the toggle gear for the reverse discharge valve as shifted into its idling i position.

Fig. 7 diagrarmnatically represents a set of fuel pumps units arranged for operating multiple power cylinders as applied to a two-stroke oil engine.

Fig. 7* shows a detail of the phase relation between vthe pump plunger eccentric settings and that of the 'engine cranks used in Fig. 7.

Fig. 8 diagrammatically represents a set of fuelA pump units arranged for operating multiple power cylinders as applied to a four-stroke oil engine.

Fig. 8a shows a detail of the phase relation between the pump plunger. eccentric settings and that of the engine cranks used in Fig. 8.

CFI

Fig. 9 is a partial plan view of a twostroke multi-cylinder oil engine equipt with a set of my fuel'pumps, showing the distributing pipe connections and other assembled parts. l v

Fig. 10 is an elevational front vie'w of Fig. 9. l

Fig. 11 is an elevationalend .view of- Fig. 9.

Fig. 12 represents a sectional detail of the spray nozzle and its relation to the engine cylinder, as taken alongy the line 5-'-5 of Fi'g. 10.

Fi 13 represents a sectional detail of the eck-valve block, as taken on the line 6 6 of Fig. 11.

Refrringnow to Figs. l and 2, the numerel 10 represents a flanged pump bracket which may be fastened to any convenient part of the engine. This bracket is pro vided with several projecting ribs `such as 10", carrying the split bearings 11,v 11", and

11% in which is mounted the drive shaft 12.

This shaft is .intendedl to be driven from respectively to the similar spring casings 16a and 16". These casings are mounted 1n independent guide bores 17a and 17b respectively, which bores are preferably made integral with the bracket casting 1-0. The said casings together with the arts enclosed within same are of identica construction and as will be more fully pointed out hereinafter, these casings drive independent plungers mounted in separate pump blocks which are vcross-connected in such fashion as to function as a single pump.

As is best shown in Fig. 2, the casing 16* `encloses a plunger drive part 18* having an integral flanged part 19* and also a.l guide collar part 20, all slidably mounted with respect to the casing 16*. Thrusting between the flange 19*L and the inserted casing cover 21, (which latter part is securely fastened to the casing 16* by means o'f a number or lock screws such as 22'), isa nest of relatively powerful primary springs 23. Mountedpabove the drive flange 19*l and thrusting against an internal flange 24* of vthe casing 16a, is a nest of secondary springs 25, which latter springs are set to act 1n opposition to the primary lsprings 23*.

These gpposed drive springs are intended tolse forced Vinto place under a considerable irviftial tension so that the drive flange 19* 'is normally made to assume the relatively fixed balanced position with respect to the casing that is indicated by dotted lines in Fig. 2. Vhen however, the plunger 29* works against a high pump chamber ressure and becomes fully loaded, the rive 'flange '19* then assumes its extreme lower or-full-lin'ed position shown .in Fig. 2.

The eccentric parts 13, 14, 15a and including tho casing 16*l with its flanges 21 and 24, constitute the rigid actuating gear members of this impulsion fuel pump, while the intermediate resilient memlers 23* and 25 acting on the parte 19" and 20 serve as the impulsion drive for the pump plunger 29*. v

The extent towhich the drive flange 19* is intended to be .displaced out of its balanced position, with respect to the casing is' designated in Fig. 2, by the distance K?. When this flange is thus fully displaced, the primary spring 23* will be carrying suhstantially its maximum expected plunger load, while the secondary spring 25 will be of a number of stanchions 28". Within this block is mounted the reciprocating plunger 29I which is suitably sealed against leakage by the packing 30 and this packing may be adjusted by means of the gland 31". The

plunger is intended to Work reasonably free` through said packing so as not to interfere unduly with the action of the impulsion drive springs. The plunger is fastened into the drive part 18"'by means of the shank nut 32 so as virtually to become an integral part` thereof.

AS is best shown in Figl, each of said pump blocks is provided lwith an automatic suction valve 33'L and 33" respectively. A common" supply i e 95 feeds these suction valves under a shg t pressure 'through sepa; rate passages, such as 96a indicated for the block27 in Fig. 2. Protection for-the pump blocks against excessive pressure is afforded by the independent relief valves 97 a and 97", whicxh are mtended to communicate freely with .their respective pump chambers' through drilledpa such as are indicated in Fig. 2. In t e present invention,

these relief valves 'perform no part in the -functioning of the pumps other than to serve as a safety device.

The pump blocks are further provided with the respective discharge valve blocks 3 4l and 34;", either of which independently controls the delivery for the combined displacement f the two pump plungers 29a and 29", as will appear presently. The suction valve 33 communicates directly with both the plunger 29 and the discharge. valve block 34 through the aligned passage 35 drilled in the block 27ya which passage constitutes the pump chamber for this block. In a similar manner, the suction valve 33" communicates directly with both its plunger 29" and the discharge valve block 34" throu h the aligned passage `35" drilled in the b ock 27". The pump chamber 35 is placed 'into direct communication with Athe pump chamber 35" through the cross ccnnecting pipe 36, by means of which both plungers may deliver through either of the discharge valve blocks 34* or 3 4".

These discharge valve blocks are of similarconstruction, and Ias is best showh inY 4, they are preferably of the'Y check valve type with the discharge valve disposed to open inwardly into the pump chamber against pressure. l/Vithin the block 34", an actuating spindle or rockshaft 37" is mounted and this is preferably slotted to constif tute the lip 33" so as to engage with thefrce end of the stem of the discharge valve 39". To one side of said lip, the spindle 37" is enlarged into a shoulder part carrying the ground annular seat 4l" which bears against the Spindle nut 40" to make a rotatable hydraulic joint therewith. A spring 42" serves to maintain an initial pressure on the seat 41" while the small annular recess '43" formed behind the enlarged spindle shoulder serves to pass the liquid fuel around said spindle and at the same time allows the pump discharge pressure to exert alateral spindle thrust against the seat 4l" for the purpose of sealing same. i

To the other side of thev lip 38", the actuating spindle is-sealed by means of a hydraulicpacking 44". The outer or free end `of the pilot 'valve being slightly longer than the surrounding tubular stem of the main valve. Thus when the lip 38" successively engagesw'ith the fre'eends of these concentric valve stems, it will strike open the smaller pilot valve 45" against pump chamrber pressure in advance of picking up the main valve 39". Each of these valves is in- '-tended to be provided with suitable passages through their stem parts to neet the needs of the pump delivery. It will be apparent that the partial equalization of pressure caused by the prior opening of thel pilot valve serves to materially reduce the actuating force otherwise required to open the larger main discharge valve against high hydraulic pressure.

As is bestshown in partial section in Fig. 6, the axis of the main discharge valve and that of its concentric pilot valve is intended to be offset somewhat from the axis of the actuating spindle 37" so that the oscillatory movement imparted to said spindle may cause the lip 38" to 'periodically open said valves in the manner described. The spring 48" thrusting against the head of the pilot valve 45" normally seats both the pilot and the main .dischargevalve when not engaged withthe spindle lip 38".

It may e here noted that the oscillatory movement given to the spindle 37" is without dis lacement effect upon the pump plunger dellvery and that the inverted check tion with its plunger through the passage 35h, and upon opening of said discharge valve liquid fuel will therefore be delivered to the discharge pipe 50h through the annular passage 43h formed around the spindle 37b.

As will be pointed out more fully presently, the dischargepipe 50b leads directly to the spray nozzle of the power cylinder. One of the discharge blocks such as 34a, is used for forward running of the engine while the other such as 34", is used for the reverse running of the engine.v These valves are independently timed and controlled by means of separate actuating gears as is best shown in Figs. 5 'and 6.

Referring rstl to Fig. 5, showing a toggle linkage for actuating the valve block 34, the eccentric 52n is preferably set in approximate alignment with the-plunger eccentrics and is mounted on the pump drive shaft 12, while its strap' 53a engages with the wrist pin 54a as guided by the slide shoe 55, Also mounted upon the reciprocating pin 54 is a toggle arm '56 provided at its other free end with a pin57a to which is joined the toggle link 58. This link is in turn guided at its upper end b the pin 59 which is carried by the spind e rocker arm 46a actuating the discharge valve spindle 37".

The tog le arm 56a is further provided with a gui e pin (i0a to which is fastened the guide llnk 61 which `is positioned by the throw arm 62*1 mounted upon the throw shaft 63. This latter shaft runs parallel with the pump drive shaft 12 and is intended to carry a plurality of similar throw'arms so as to simultaneously constrain and hold in posit-ion the different toggle linkages that may be used to actuate any number of similar fuel pumps. I

Using ltters of the alphabet to designate certain critical positions assumed by the valve gear andgdenoting' the corresponding positions for any one toggle pin by means of similar subnumerals for such letters, Fig. 5, shows the gear eccentric 52n in its mid stroke position al 'running-in the direction indicated by the arrow. When the throw 'arm 62? is held in its forward running position ag, the intermediate toggleV in 57a will assume the mid positionv a5 w ile the spindlear'm pin 59a takes the position as, all

of which relations are shown by the fullv lined toggle positions.

When the gear eccentric 52 comes into gear of opposite han stroke of the toggle linkage, the eccentric 52 reaches its outer dead center position c1, the spindle arm 46 will then be drawn into its lowest forward running position c6, thus in the meantime letting the valve 39 return to its seat as the spindle arm 46a again passes its critical position a. It willbe seen therefore, thatwhile the throw arm 62a is held .in its forward running position a4, for which the toggle linkage is thrown into approximate alignment as shown full in Fig. 5, this setting of the valve gear will periodically open the discharge lvalve 39 a ainst chamber pressure in synchronism wit the plunger movements.

When however, the arm 62 is thrown into its mid gear position d4, this will shift the guide pin 60*1 into the corresponding mid position d3 and thus cause the eccentric 52* to reciprocate the guide pin 60-between the changed limits e3 and f3. In the meantime the intermediate toggle pin 57 will be moving between the positions e5 and f5, which in turn ulls down t'he spindle arm 46 so as to oscillate between the limits e., and ,fr It will be noted that the highest position e8 now reached by the pin 59* is purposely kept below the critical position a., of the arm 4:6, thus preventing the lip 38'L from opening the pump discharge valve, notwithstanding that the eccentric 52 may still be imparting its full stroke movement to the wrist pin 54.

In case that the throw arm 62 should be shifted still further over into its reverse running position g this will cause the guide pin 60 to travel within vthe limits lz, to is,

, with the result that the spindle arm 46 its reverse or idling position are represented by full lines in Fig. 6 which shows a valve as required for operating the reverse valve block 34". The mechanism isidentical with that shown in Fig. 5, except that the ana-6"' is reversed while the eccentric 52 isV preferably set to align .with thethrow setting ofthe plunger eccentrica 13 and 13".

For the v respective valve gear positions shown in Figs. 5 and 6, the common throw shaft 63, when thrown into either of its extreme forward o1' reverse positions, will cause one of the toggle linkages to be shifted into its aligned or actuating position while the other of said toggle linkages will then be shifted out of alignment into its idling position. When however, the throw shaft is placed into its mid gear position d4. neither of the pilot valves 45a or 45b nor the main discharge valves 39a or 39", will be opened. Thus in view of the described interconnection of the two pump chambers through the ipe 36, it will be seen that by proper adjustment of the throw shaft 63, both of the pump plungers 19a and 19b may at will be made to deliver through either one or the other of the discharge pipes 50a or 50". while when the throw shaft is set into lits mid gear position d4, no oil will be delivered to the engine cylinders.

In addition to the reversing features of the described valve gear, its toggle linkage element affords a further important advantage in that the timing or lead given the fuel injection into the engine cylinder may be varied to'meet speed requirements while the engine is running.

Assuming the throw arm 62a to be set into its actuating sition a, as described in connection with Ifig. 5, it will be seen that the intermediate pin 57a when in its mean'position 1,15 has not as yet been shifted into its fully aligned toggle position O5. Therefore a slight adjustment of the throw shaft as made with respect to its mean forward position a4 will so constrain the movement o f the intermediate toggle pin 57 as to make 1t operate in a position that coincides more or less closely with the fully aligned toggle position O5. As a result of such adjustment given to the throw shaft 63, the spindle arm bypass valve seat 66 formed in a recessed portion of the block 27, which recess is placed in communication with the plunger bore and the rest of the pump chamber passages ;hrough the connecting passage 67. The stem of the bypass valve l is undercut below its seated head part so that when opened, it will freely vent the pump chamber pressure into the return pipe 68B, which pipe may if so desired, be connected to the supply pipe 95.

The stem of the bypass valve is also ex.

tended downward through the block 27 e and the free end of the stem is formed into a tit 69a which engages with the floating lever 70a. One end of this lever rests upon the plunger drive collar 2()a and is reciprocated thereby, while the other lever end is fulcrumed in the stanchion 71a by means of the' pin 72B. This stanchion is slidably mounted in a portion of the bracket casting 10 and rests -upon the control shaft 73 which is also slidably mounted in saidcasting and adapted to move normally with respect to the stanchion'aXis.

. As shown in Fig. 1, the control shaft 73 is provided with an actuating pin 74 and also with a, recessed cam face 7 5a which is adapted to lift or lower the stanchion 71a in accordance with the lateral adjustment given to the sliding control shaft 7 3. When the stanchion 71a is raised to its maximum the pump chamber 35 to break prior to the opening of the discharge valve 39a, and this in turn will prevent delivery of any oil 46 will be correspondingly raised or low? ered at the'time rthe gear eccentric 52 reaches its mid position al, and this in turn will advance or retard the time of fuel. 1njection into the engine cylinder. In asimilar manner, all of the engine cylinders may be simultaneously adjusted by the common throw shaft to advance or retard the fuel injection with respect to the individual dead centers of their res ective crank throws.

In addition, the t row arm 62 may be adjustably fastened to the throw shaft 63 by means of a set screw such as 64a whereby the injection timing into any one cylinder may be varied to suit the needs for proper tuning of all the engine cylinders.

Referring now to the control means provided'for regulating the oil discharge from the pump'to the engine cylinders, each of the pump blocks 27 and 27h, as is best shown in Fig. 2, ispreferably equipt with a separate bypass control similar to the valve 65. This Vspring closed valve is provided with a from the pump block 27 a.

-'On the other hand, a rightward movement imparted to the control shaft 73 will .lower-the stanchion and cause a delay in the opening of said valve. thus producing a corresponding increase inthe pump delivery to its engine cylinder. It is preferred so to adjust the bypass controls that only a reasonable proportion of the total kick movement of the plungers will be utilized when working at the rated discharge capacity of the pump.

Referring now to Fig. 7, showing a diagrammatic assembly of the described fuel pump as applied to a two-stroke oil engine. A twin plunger cross-connected pump similar in all respects to that described and shown in Figs. 1 to 6 inclusive, and having discharge blocks 34 and 34" is designated by the letter P1. A duplicate of such a pump provided with the correspondin discharge blocks 34"k and 34.-", is designated .by the letter P2. The common or connected shaft 12 driving these two pump units is rotated from the crankshaft 76n atengine speed through a lay shaft 80l and a series of mitre gears 77a and 78. In the case of a two-stroke engine as shown in Fig. 7, the

crank shaft may be of the two throw type having the opposed throws T1 and T2 which are intended to reciprocate their respective engine pistons in the power cylinders designated as C,1 and C2, respectively.

Each such cylinder is provided with a check valve block 791 and 792, respectively, the functions of which will be explained more fully hereinafter. As indicated, each of the check vValve blocks is separately piped to discharge directly into the fuel spray valve of its respective 'power cylinder.y In order that the fuel pump units P1 and P2 may be utilized in both the forward and the reverse running directions of the engine, the forward discharge block 34 of the p-ump P1 is piped directly to the check valve block 791 while the reverse discharge block 34 of the pump P1 is cross-connected with the check valve block 792 of the other power c linder. In like manner, the forward disc arge block 34c of the pump P2 is piped .directly to the check valve block' 792 while the reverse discharge block 34d is cross-connected to the check valve block 791.

As indicated in Fig. 7a, the respective plunger' eccentric positions of the pum units P1 and P2 are preferably set in a qua rature relation to the opposed two-stroke engine cranks T1 and T2, that is to say the two aligned plunger eccentrics of the ump .unit P1 are set opposed to the two vahgned eccentrics of the pump unit'P2.

When said fuel pump units are to he aplied to a four-stroke oil engine, Fig. 8, diagrammatically represents the preferred pumping arrangement. A similar pair of pump units here designated as P3 and P,l are run at half-speed with respect to the four-stroke crank-shaft 7 6* through the lay shaft 8Ob and a series of reduction gears 7 7 l and 78h. The two-throw crank shaft is shown with aligned throws T3 and T4.

and P4 in both their forward and reverse running directions, the discharge valve blocks shown in Fig. 8. are connected in a manner identical wth that previously described for Fig. 7. Owing .to the half speed of the, drive shaft 12, it is however preferred to set the opposed plunger cranks 11 and P4 in the modified relation to the common crank-shaft throws T1 and T4 as is indicated in Fig. 8*. For this setting, the plunger actuating, gear will still be moving at its maximum velocity at the time fuel is injecad into the respectivecylinders (11 an 1.

.When the pump units are to be operated in the manner indicated in Fig. 7, the structural details and assembly of the pump parts as applied to a two-stroke lmultlcylinder oil engine are shown in further detail in Figs. 9 to 13 inclusive. As stated. the discharge block 34 delivers to the check In l order to again. utilize the tpump units P3 valve block 792 through the delivery pi 50c while the cross-connected pipe 5()b elivering from the block 34h also discharges to the block 792. A sectional detail of the block 7 92 is shown in Fig. 13 and it will be seen that this block is provided with two opposed spring closed check valves 82b and 82, serving to check the back flow toward either of the pump units which may otherwise occur during the time of oil delivery through the respective pipes 5()b or 50. These cheek valves discharge into a common passage 831 which then communicatesy directly with'theipipe 84 which carries the fuel tothe spray valve plug 81. A further sectional detail of the plug 81b is shown in Fig. 12. It is preferred to add an additional check valve 85b closeup to the spray nozzle 86b so as to prevent the cylinder compression from blowlng back into the delivery pipe line 84". As applied to a large marine oil engine, the spray nozzle 86b is pr ferably designed with a plurality of radially disposed nozzle holes 87 b. When the proper pump disch arge valve opens to deliver high pressure oil to these nozzle holes, they serve to atomize and distribute the-fuel throughout the highly compressed air which at that instant is confined within the combustionspace of the engine cylinder.

In further reference to the control means and interlocking devices provided therefor, it is pointed out that the single throw shaft 63 carrying a plurality of similar arms 62, 62', etc., for the various pump units, may be simultaneously adjusted through 'a set of spiral gears such as 88 and 88" shown in Figs. 9 to 11. The gear 88h is mounted upon the counter shaft 89 upon which is also firedlv mounted the notched sector 90 pro vided with the stop lugs 90* and 90". Looselv fulcrumed on said shaft 89 is a bell-crank ever comprising a latched adjusting handle 91n adapted to engage with said sector while the link arm 91 of the bell-crankl is pivoted to the link strap 92. which constitutes a toggle linkage for laterally shifting the connected control shafts 73. The worm gear 93 may be used for manually adjusting the countershaft 89 when it is desired to reverse the engine.

Any increment of rotary movement given to the shaft 89 will he imparted to the throw shaft 63 through the medium of the spiral gears 88a and 88".v The interlocked sector 90 will likewise be carried with the shaft 89. andassuming thev lever 91l to be held in latched engagement.` this will cause a sim` ilar movement to be imparted to the link strap 92. As the link strap is moved out of its mid or alignedposition toward either of the extreme positions designated in Fig. 10, by the letters X and Y, this will simultaneously draw the connected control shafts 73 of all the fuel pumps toward the toggle fulcrum 89. The consequent delay in the opening of the various pump bypass valves will correspondingly augment the pump delivery into the engine cylinders.

The handle 91il is normally to be so ad- Aiustedwith respect to the sector y90 that the j ustment should be needed by the engine cylinders, this may readily be accomplished within the limits of the stop lugs 90n and 90b, by shifting the latch arm 91a to suit requirements. However should the reverse gear thereafter be turned back into-'its stop posi- 5 anced position against the combined resisttion, the toggle link 92 will in any event be brought back sufliciently close to its aligned position 20 to still breakA the pressure in all the fuel pumps.

Having thus described in detail vthe parts ofthe preferred embodiment of my invention, the manner in which said parts operate is as follows:

Assuming the pump parts to be in the position shown'in Figs. l to 6 inclusive, and the engine running in the forward direction as indicated by the d'riveshaft arrow in Fig. 2, then the spring casing 16a will be moving upward. The eccentric 13a having reached its mid discharge stroke position indicated by .al in Fig. 2, the plunger 29 will during its preceding stroke have sucked a charge of oil into the pumpchamber 35a throughA the suction valve 33B. During such suction stroke, the negligible resistance of the plungerpacking allows the drive flange 19a to remain in substantially its balanced position with respect to the casing 16B. As soon however as the eccentric 13 passes its lower or outer dead center position and begins to lift the casing 16a, the resulting reversal of movement promptly closes the au tomatic suction valve 33, and thereafter this as well as all other pum valvesnormally remain closed until such time that the eccentric 13a has reached the said critical position al.

Since during the stated period, none of the oil is all-owed to discharge 'from the pump chamber, the effect of such initial upward lifting of the casing 16a from its lower into mid stroke position, is lto hold the driven plunger part 298L in a virtually stationary position (except for plunger slip) while the flange 19a is being displaced out of its balance of. the impulsion springs 23 and 25* by an amount of deflection indicated by the letter K. Such maximum displacement of the impulsion drive parts occurring during p the initial portion ofeach discharge stroke of the actuating gear, may betermed plunger kick and its action is essentially the saine as that more fully explained in my copeiidiiig patent application Serial No. 229,- 556. The described displacement of the drive parts. stores impulsion energy within said'drive springs and it at the same time sets up a high initial hydraulic pressure throughout the pump chamber passages as well as behindboth of the closed cross-connected main discharge valves 39a and 39".

As stated, the two plungers 29a and 29Il working within the equalized pump blocks 2T2l and 27' respectively, are reciprocated in unison and perform identical functions. The object in using such twin plungers is to inv` sure among other advantages, greater reliability against breakdown when working under high hydraulic pressure and also to facilitate, the functioning of the impulsion drive springs. Furthermore in high pressure fuel pumps, their parts usually assume extremely massive' proportions and become too heavy to be conveniently handled manually when making repairs or dismantling the working parts.

After the required amount of impulsion energy has been storedbehind the respective plungers 29 and 29b in the manner described, then as the aligned plunger eccentrics 13a and 13b pass through the critical position al, this will cause the valve. gear to open the forward discharge valve 89 while the idling reverse discharge valve 391 will not be opened for a prescribed forward setting of the throw shaft 63, all as previously set forth in describing the action of the valve gear shown in Figs. 5 and G.

Thus the opening of the forward discharge valve 39" is made to simultaneously control the release of the energy stored behind the pump plungers so as to allow both of them to be impelled forward with respect to the normal dischargel stroke movement of their iespective actuating gears. This action serves to materially accelerate the rato of pump discharge over that which the rigid actuating gear for the plunger drive could of itself produce during the fuel delivery period.V It will be seen therefore. that the positive opeiiing of the discharge valve at a time when the'pluugcr actuating gear is traveling at or near its maximum velocity. superimposes the plunger kiek" movement thereonand that this allows of a far more rapid rate of pump delivery for any given speed of the actuating gear than could be attained without the support of the described impulsion drive.

The necessary storing of energy behind the plunger and its subsequent release are all effected during the discharge stroke of the actuating gear. In case the plunger were made integral instead of being provided with the intermediate resilient drive, then the rigid actuating 'gear parts could at best impart to the plunger only the limited normal or maximum mid stroke velocity, which in turn is entirely dependent upon` the rotative speed of the actuating gear eccentric. It is the function of the impulsion drive to obviate this inherent limitation by superimposing a kick movement upon the plunger for the purpose of augmenting the normal rate of pump delivery at the time of fuel injection into the engine cylinder'.

A further advantage of the impulsion drive resides inthe fact that at slow running or starting speeds of the.engine, the plunger displacement increment contributed by the actuating gear during the fuel injection period, may be reduced to negligible proportions since the impulsion drive alone, .1s able to take care of the fuel requirements under such conditions. The fact that the rate of plunger displacement is not tied to that of the rigid actuating gear, allows the impulsion drive to maintain a high nozzle velocity and proper atomization at all running speeds of the engine. After the engine is brought up to full speed, the utilized increment of lun er kick ma be lessened while the increment of actuating gear movement imparted to the plunger during the fuel injection period is made to contribute a correspondingly larger share in the gross pump delivery required by the engine.

Furthermore the fact that the relatively large amount of stored energy comes to bear upon the plunger during the fuel injection period, allows of working with a'smaller sized pum plunger -in relation to the engine cylin er bore. This materially reduces the maximum load` imposed upon the parts,

which parts in a high pressure fuel pump of this kind are likely in any event to becomev massive. in structure. After the practical limit of such plunger size has been reached, the multiple or sectional pump construction herein set forth, readily permits such standard units to be manufactured more cheaply7 and then made up in any combination required to serve the largest of oil engine cylinders.

W'hen applying the described method of superimposing the plunger kick upon the normal or maximum actuatin gear movement to the case of a rever'sib e multicylinder oil engine, the actuating gear eccentrics for each of the pump units are best set opposed as was pointed out in connection with Figs. 7 and 8. For the purpose of maneuvering such an engine, the usual air starting valves (not shown) may beemployed to initially start the engine in its forward or reverse direction, and if desired, the ,control of such valves may read1ly be mterlocked with the movements given to the counter shaft 89 so as to be actuated in unison therewith.

Assuming that after the engine has been running in its forward direction with its throw arm 62 placed into the position a4 as shown in Fig. 5, it should be desired to reverse the engine, this may bc accomplished in the following manner:

The countershaft 89 is first turned back to bring the throw shaft 63 into its mid gear position which simultaneously causes the toggle link 92 to be moved out of its extreme osition and into alignment as shown in ig. l0, thereby breaking the pressure in all the fuel pump blocks bythe resulting leftward movement given to the connected control shafts 73. At the same time both of the toggle valve gear linkages shown in Figs. 5 and 6, will then assume their respective mid gear positions in which neither the forward discharge valve 393L nor the reverse discharge valve 39'n is opened.

In the event that the countershaft 89 is further turned so as to bring the throw arm 62a into its reverse position g4, this will cause the bypass toggle link 92 to be moved into its reverse position such as is indicated by the letter X in Fig. l0. The interlocked movement of the throw shaft 63 will cause the reverse actuatin valve gear parts shown in Fig. 6,V to be shifted into their actuating position so as to operate the dischar e valve 39h, while the forward actuating va ve ear parts shown in Fig. 5, will be shifted mto their idling position so as not to open the discharge valve 39.

As a result of such changed positions in thereverse gear controls, the pump P1 shown in Fi 7, will now be made to deliver timed fuel injection tothe cylinder C2 through the cross-connected pipe 50" and a similar reversal of function `will at the same time be brought about in the pump unit P2 such that this'will now be delivering fuel to the cylinder C1 through the cross-connected pipe 50d.

If after the engine has been set runnin on fuelin the reverse direction, it is desire to adjust its speed or otherwise change the quantity of fuel delivered to the various cylinders, this mayreadily be accomplished by correspondingly shift-ing the position of the fuel adjusting lever 91a Vwith respect to the sector stop lugs 90 and 90", all without requiring a change in the position of the countershaft 89. l

Thus it will be seen that by means of two fuel pump units provided with a. suitable set of discharge valve controls and working from oppositely disposed actuating gear drives for their plungers as described, such pumps'may be continuously utilized to dey tween said liver properly timed fuel injection to a pair of power cylinders running in either direction of rotation Without need of a spare fuel pump for reversing purposes.

Lastly it is pointed out that the function of vthe check valves 82h and 82 as shown in Fig.'13, is to prevent the pump P1 from blowing oil ,back into the chamber of the pump unit P2, and vice versa. lThese check valves also permit one of the pump units to be cut out of service while the other remains in full operation. This may be accomplished by cutting out of service the particular pump in need of repairs by lifting its,

bypass valve sufficiently to break its chamber pressure for all positions of the reciproeating plunger. Thereafter any one of the valves of such pump may be removed and if necessary, the discharge pipe line le-adin to the check valve block may also be replace without necessarily shutting down the engine. Such facility for making repairs together with the complete independence of the varioiis `pumping units required for serving a multicylinder oil engine, makes for safe and reliable operation in this vital adjunct. This is a matter of particular imortanee in the case of high pressure direct injection fuel pumps such as are now finding favor asl applied to large marine engines.

It will be apparent that while a two cylinder engine has been chosen for illustrating an example of my invention, the same underlying principles apply ,equally well to an engine having any number of power cylinv er pairs; when used for serving a three throw engine, similar. results to those herein set forth maybe attained by means of a three plunger pump having separate actuating eccentrics set in proper relation to such engine cylinder sequence.

In view of the citedimodiications, it will be understood that I do not wish to be limited to the particular construction set forth in the given examples of my device, since various changes in structure and coordination of parts may be resorted to without departing from the spirit'and scope of .the present invention or destroying any of the advantages contained in the same, heretofore described and more particularly defined in the vappended claims.

Claims:

1.` In a fuel pumpcomprising a reciprocating actuating part and a driven plunger part, an impulsiondrive actingbearts, means for storing energy Within sai drive during the discharge irgqroke movement of the actuating part, con- Liol means including` a discharge valve adapted to release said energy at or near mid stroke of the actuating part-for the purpose of supplementing the normal rate of pump vdelivery 4while the actuating part is traveling at or near its maximum velocity,

and means adapted to utilize only the initial portion of the impulsion stroke as the pump delivery through said discharge valve.

2. In a. fuel pump comprising a reciprocating actuating part and a driven plunger part, an impulsion drive acting. between said parts, means for storing energy 'within said drive during the discharge stroke movement of the actuating part, means including a discharge valve for releasing said energy lfor the purpose of superimposing an augmented plunger movement upon that which the actuating part of itself is capable of imparting to the plunger, and a bypass means adapted to 'interrupt the pump delivery through. said discharge v alve prior to the closure thereof. y

3. In a fuel pump for a direct-injection internal combustion engine, comprising a reciprocating actuating part and a driven plunger paort, an impulsion drive acting between said parts, means for storing energy Within said drive during a portion of the discharge stroke movement of the actuating art, a discharge valve means controlling tlie fuel delivery to the engine cylinder and adapted torelease said energy at or near mid stroke of the actuating part for the purpose of impelling the plunger forward to augment the `normal rate of pump delivery into the engine cylinder, and a bypass means serving to interrupt the pump delivery through said discharge valve prior to theA completion of the impulsion stroke.

4. In a fuel pump for an internal combustion engine, comprising a reciprocating plunger part and an actuating gear therefor, a discharge valve control ing the fuel delivery into the engine cylinder, -means for opening said valve, means including an intermediary resilient drive between the plunger part and the actuating gear ado ted to augment the normal rate of pump elivery subsequent to said discharge valve opening, and means servin to interrupt the pump deliver to the engine cylinder independently oftlyie discharge valve closure.

5. In a fuel pump unit for a direct injection internal combustion engine, comprising a plurality of reciprocating actuating parts and driven plunger parts therefor, an impulsion drive acting between each of the respective actuating yand plunger parts, means for storing energy within said drives during the discharge stroke movement of the actuating parts, a common dis-v charge valve controlling the fuel delivery to the engine cylinder and adapted to release said energy and allow all\ of said plungers to be impelled onward simultaneously for the purpose of augmenting the normal rate ofthe combined pump delivery into the engine cylinder.

6. In a i'eversible fuel pump comprising a reciprocating part and a driven plunger part with an impulsion drive acting between said parts, means for storing energy within said drive during each discharge stroke movement of the' actuating part, a forward and a reverse' discharge valve each adapted to independently control the release of said energy, and a valve gear means forselectively opening either of said valves in nm- Son with the movement of the actuating art. p 7. In a reversible fuel pump comprising an actuating part reciprocated by a rotating eccentric and a driven plunger part with an impulsion drive acting between said parts, means for storing energy within said drive during the discharge stroke movement of the actuating part, a discharge valve adapted to release said energy when the eccentric rotates in one directionga second independent discharge valve adapted to rellease saidenergy when the eccentric rotates in the opposite direction, and a valve gear means for selectively opening one or the other of said discharge valves.

8. In a fuel pump comprising a'plurality of plungers, an actuating gear for reciprocating said plungers in unison, an independent pump chamber and a suction valve for each of said plungers, means establishing communication between the vari-ous pump chambers, a positively opened discharge valve, a nozzle, and means including a common conduit leading from the dischargevalve for directing the combined pump delivery tQ said nozzle.

9. In a fuel pump comprising a plurality of plungers, an actuating gear for reclproeating said plungers in unison, an independent pump chamber and a-suction valve for each of said plungers, means establishing communication between the various pump chambers, a positively opened discharge valve, a nozzle, means including a common conduit leading from the discharge valve for directing the'combined pump delivery to said nozzle, and means including a bypass device for interruptin the pump chamber pressure and regulating the pump delivery sent forth to said nozzle.

10. In a reversible fuel pump'unit serving a multicylinder direct-injection oil engine having a set of opposed vengine cranks and cylinder appurtenances therefor, said' pump unit comprising two reciprocating plungers "each provided with independent pump chambers, opposed actuating gears for said plungers, a forward and a reverse-discharge valve for each of said pump chambers, means for opening said discharge valves, a set of independent forward distributing pipes, one such connecting the forward discharge valve of one pump chamber for delivery into one of said engine cylinders and the other pipe connecting the lforward discharge valve of the other pump chamber for delivery into the otherengine cylinder; a set of independent reverse distributing pipes, one such cross-connecting the reverse discharge valve of the first named pump chamber with the last named engine cylinder and the other pipe cross-connecting the reverse valve of the last named pump chamber with the first named engine cylinder, and controll means lfor selectively opening either the forward set of valves or thereverse set of valves in unison with the respective forward or reverse movement imparted to said engine cranks.

li. In a reversible fuel pump unit serving a multicylinder direct injection oil engine having a set of opposed engine cranks and cylinder appurtenances therefor, said pumpunit comprising two reciprocating plungers each provided with independent pump chambers, opposed actuating gears for said plungers, a forward and a reverse dispipe cross-connecting the reverse valve of Y the last named pump chamber with the first named engine cylinder', control means for shifting tina respective delivery of said plungers from one to the other of said engine. cylinders, and means for discontinuing ih e pump delivery to both of said cylinders when the engine is to be brought to rest and made inoperative.

l2. In a reversible fuel pump unit serving a multicylinder direct-injection oil engine having a set of opposed engine cranks and cylinder appurtenances therefor, said pump unit comprising two reciprocating plungers each provided with independent pump chambers, opposed actuating gears for said plungers, a forward and a reverse discharge valve for each of isaid pump chambers, means for 'opening said discharge valves, a separate check valve block for each of said engine cylinders and respectively delivering fuel thereto, a set of independent forward distributing pipes, one such connecting the forward discharge valve of one pump chamber with one of said check .-valve blocks and the other pipe connecting the forward discharge valve of the other pump chamber with the other check valve block; a set of independent reverse distributing pipes, one such cross-connecting the reverse discharge valve of the first named pump chamber with the last named check valve block and the other pipe cross-connecting the reverse discharge valve of the last named pump chamber with the first named check valve block, and control means for shifting the delivery of said pump plungers from one to the other of said check valve blocks.

13. In a reversible fuel pump serving a direct-injection oil engine with cylinder appurtenances therefor, said pump coinprisin two reciprocated plungers each provided with independent pump chambers, opposed crank mechanisms for reciprocating said plungers in unison with the engine piston movements, a controlled forward delivery valve for one of said pump chambers and a controlled reverse delivery valve for the other chamber, a check valve block said block having two opposed check valves discharging into a common connection leading to the engine cylinder, a distributing pipe connecting the forward valve with one of said check valves and another distributing pipe connecting the reverse valve with the other of said check valves, and means for selectivelyopening either the forward or the reverse delivery valve to meet the respective fuel injection requirements for forward or reverse running of the engine.

14. In a reciprocating fuel pump comprising a chamber, a lunger and a puppet discharge valve for said chamber, a rocking spindle provided with means intermediate the ends thereof for opening said valve against chamber pressure, a valve block for mounting said spindle, a hydraulic vpacking means\for one end portion of the s indle sealing same with respect to said lock, a seat formed at the othei` end portion of said spindle also making a movable hydraulic joint with respect to said block, and means for actuating said spindle.

15. In a reciprocating fuel pump comprising a chamber, a p-lun er and a puppet discharge valve for said camber, an actuating spindle provided with means intermediate the ends thereof for opening said Valve against chamber pressure, a removable -valve block for mounting said spindle, hy-draulic packing means for each end portion of sald'spindle to seal same with respect 'to the valve block, and means including a rocker arm for actuating said spindle.

16. In a reciprocating fuel pump comprising a chamber, a plun er and a main discharge valve, a pilot va ve for said discharge valve, an actuating means including an oscillating spindle adapted to successively open the pilot valve and the main discharge valve against chamber ressure, and a removable valve block or mounting said spindle.

l1'?. In a fuel pump for an internal combustion engine comprising a reciprocating plunger and a discharge valve deliverin 4to the engine cylinder, a rock-shaftadapte to positively opening said valve, a rocker arm for said shaft, a toggle link gear for actuating said arm, and control means for changing the time of opening said valve while sald gear operates in unison with the plunger movements. 18. In a fuel pump unit for aA direct-injection internal combustion engine comprising a plurality of plungers, a separate pump chamber for each of said plungers, a discharge val-ve for each of said chambers, means including a rocker arm andan actuating toggle link for positively opening each of said'valves, and control means for adjusting said toggle to simultaneously change the time of opening of said valves while the engine is in operation. 19. In a fuel pump for an internal combustion engine comprising a reciprocating actuating part and a driven plunger part with an impulsion drive acting between said parts, means for storing energy within said drive during each discharge stroke movement of the actuating part, apositively opened discharge valve delivering to the engine and adapted to release said energy, a valve gear including a rocker arm and a toggle link for actuating said valve, and control means for adjustmg said toggle te change the time of opening said valve while its gear operates in unison with the plunger vactuating part.

20. 'In a fuel pump having a reciprocating plunger and a chamber, a puppet valve for said chamber, a rockshaft adapted to periodically open said valve, a rocker arm for said shaft, a toggle linkage for actuating sai-d rockshaft -comprising a link pivoted to said rocker arm and a toggle arm pivoted to the other end of said toggle link, means for guiding the free end of said toggle arm and or reciprocating same in unison with the plunger movements, a guide link constrainmg the movement of said toggle linkage and adapted to adjustably set said linkage with respect to its aligned position for the purpose of altering the time of opening said puppet valve.

21. In a fuel pump having a reciprocating plunger and a chamber, a puppet valve for said chamber, a rockshaft adapted to positively open sald valve, a rocker arm for said shaft, a toggle linkage for actuating said rockshaft comprising a toggle link pivoted to said rocker arm and a toggle arm pivoted to the other endof said toggle link, means for guiding the free end of saidtoggle arm and' for reciprocating same in unison with the plunger movements, a guide link constraining the movement of the toggle linkage, a throw shaft in operative connection with said guide link, and control means for adjustablysetting said throwshaft to shift the-position of the toggle linkage with respect to its aligned position.

22. In a fuel pump having a reciprocating plungerand a chamber therefor, a puppet valve for said chamber, a rockshaft adapted to positively open said valve, a rocker arm for said shaft, a toggle linkage for actuating said rockshaft comprising a toggle link p1votedl to said rocker arm and a toggle arm pivoted 'to the other end of said link, means for guiding the free end of said toggle arm and for reciprocating same in unison with the plunger movements, av guide link constraining the movement of the toggle linkage, and a throw shaft in operative connection with-said guide lilik serving'on the one hand to throw saidlinkage toward its aligned position for the purpose ofl periodically opening said puppet valve, and on the other hand to pull the toggle linkage out of alignment into its idling position so as to stop opening said valve.

23. In a reversible fuel pump having a reciprocating plunger and a chamber therefor, a forward and a reverse valve for saidchamber, a separate toggle linkage for .each of said valves, means for independently actuating said linkages in unison with the plunger movements, guide links constraining the movement of the respective toggle linkages and adapted to shift said linkages into or out of en agement with their respective,

valves, an control means for selectively shifting said toggle linkages into their correlated forward or reverse positions in which respective positions one of said valves is periodically opened while the other is disengaged.v 'Y

24, In a-reversible fuel pump Ahaving a reciprocating plunger and a chamber therefor, a forward and a lreverse valve for said chamber, a separate toggle linkage for each of said valves, means for actuating said linkages ,in unison with the plunger movements, guide links constraining the movement of the respective toggle linkagesand adapted to shift said linkages into or out of engagementv with their respective valves, a throw shaft for selectively shifting said toggle linkages into eitherl their forward or t eir f reverse' positions in which positions one of said valves is periodically opened while the other is disengaged, and means for disengaging both ot' said linkages when the throw shaft assumes a position intermediate its forward and its reverse positions.

25. In a fuel pump yfor an internal combustion engine, said pump having .a reciprocating plunger and a chamber therefor, a set of separate dischargeivalves for said chamber each adapted to independently deliver fuel to the engine, a valve gear for actuating said valves in unison with the plunger movements, said gear being provdedwith means for disengaging either of saidrdelivery valves, a shiftin means for selectively throwing one or tie other of said discharge valves into engagement with said gear, an adjustable bypass means for interrupting the delivery through such actuated valve, and control means for interlocking said bypass adjusting means with said shifting means. i

26. In afuel pump for an internal combustion engine, said pump having a reciprocating plunger and a chamber therefor, a set of/ separate discharge valves for said chamber each adapted to independently deliver -fuel to the engine, a valve gear for actuating said valves in unison with the plunger movements, said gear being provided with means for disengaging either of said discharge valves, a shifting means for selectively throwing one or the other of said discharge valves into engagement with said g'ear, a bypass valve for interrupting the pump delivery through such actuated valve, a toggle adjusting means for said bypass valve adapted to completely bypass said vpump delivery when the toggle assumes its alinged position, and control means for interlocking said toggle adjusting means with said shifting means.

27. In a fuel pump for an internal combustion engine, said pump having a reciprocating plunger and a chamber therefor, -a set of separate discharge valves for said chamber each adapted to independently deliver fuel to the engine, a valve gearfor actuating said valvesin unison with the plunger movements said gear being provided with means for disengaging either of said discharge valves, a shifting means for selectively throwing one or the other of said valves into engagement with said gear, an adjustable bypass means for interrupting the pump delivery through such actuated valve, control means for normally interlocking said bypass adjusting means with said shifting means, and a disengaging means for said interlocked control means whereby the fuel delivery to said engine may be independently adjusted while said shifting means remains thrown 'into engagement with one or the other of said discharge valves.

28. In a fuel pump having a reciprocating plunger and a chamber therefor, a discharge valve, a valve gear for actuating said valve in unison with the plunger movements said gear being piovided with a disengaging means, a shifting means for throwing said gear into or out of engagement with said valve, an adjustable bypass means for interrupting `the pump delivery, and control means for interlocking said bypass adjusting means with said shifting means.

29.` Ina fuel pump comprising a plunger, a suction and a vdischarge valve, a ump block provided with a recessed cham r, a

removable Valve block enclosing said chaming the pump block to said guide structure. ber recess and adapted toA mount the dis- In testimony whereof, I have hereunto set 10 charge valve together with an actuating my-hand this 27th day of April, 1922.

spindle therefor, means for fastening the e Valve block to the pump b1ock,'al cross-head LOUIS ILLMER.

means adapted to reciprocate the plunger, Witnesses: a guide structure for said cross-head means, M. E. ALEXY,

` and means including a stanchion forl asten- W. B. CARUTBERS. 

